The Earth Doesn’t Care What Is Done to It

I have been saying this for years. When it comes to controlling or affecting Mother Nature, man is insignificant in the grand scheme of things.


The cover of The American Scholar quarterly carries an impertinent assertion: “The Earth Doesn’t Care if You Drive a Hybrid.” The essay inside is titled “What the Earth Knows.” What it knows, according to Robert B. Laughlin, co-winner of the 1998 Nobel Prize in Physics, is this: What humans do to, and ostensibly for, the earth does not matter in the long run, and the long run is what matters to the earth. We must, Laughlin says, think about the earth’s past in terms of geologic time.

For example: The world’s total precipitation in a year is about one meter—“the height of a golden retriever.” About 200 meters—the height of the Hoover Dam—have fallen on earth since the Industrial Revolution. Since the Ice Age ended, enough rain has fallen to fill all the oceans four times; since the dinosaurs died, rainfall has been sufficient to fill the oceans 20,000 times. Yet the amount of water on earth probably hasn’t changed significantly over geologic time.

Damaging this old earth is, Laughlin says, “easier to imagine than it is to accomplish.” There have been mass volcanic explosions, meteor impacts, “and all manner of other abuses greater than anything people could inflict, and it’s still here. It’s a survivor.”

Laughlin acknowledges that “a lot of responsible people” are worried about atmospheric concentrations of carbon dioxide from burning fossil fuels. This has, he says, “the potential” to modify the weather by raising average temperatures several degrees centigrade and that governments have taken “significant, although ineffective,” steps to slow the warming. “On the scales of time relevant to itself, the earth doesn’t care about any of these governments or their legislation.”

Buy a hybrid, turn off your air conditioner, unplug your refrigerator, yank your phone charger from the wall socket—such actions will “leave the end result exactly the same.” Someday, all the fossil fuels that used to be in the ground will be burned. After that, in about a millennium, the earth will dissolve most of the resulting carbon dioxide into the oceans. (The oceans have dissolved in them “40 times more carbon than the atmosphere contains, a total of 30 trillion tons, or 30 times the world’s coal reserves.”) The dissolving will leave the concentration in the atmosphere only slightly higher than today’s. Then “over tens of millennia, or perhaps hundreds” the earth will transfer the excess carbon dioxide into its rocks, “eventually returning levels in the sea and air to what they were before humans arrived on the scene.” This will take an eternity as humans reckon, but a blink in geologic time.

It seems, Laughlin says, that “something, presumably a geologic regulatory process, fixed the world’s carbon dioxide levels before humans arrived” with their SUVs and computers. Some scientists argue that “the photosynthetic machinery of plants seems optimized” to certain carbon dioxide levels. But “most models, even pessimistic ones,” envision “a thousand-year carbon dioxide pulse followed by glacially slow decay back to the pre-civilization situation.”

Laughlin believes that humans can “do damage persisting for geologic time” by “biodiversity loss”—extinctions that are, unlike carbon dioxide excesses, permanent. The earth did not reverse the extinction of the dinosaurs. Today extinctions result mostly from human population pressures—habitat destruction, pesticides, etc.—but “slowing man-made extinctions in a meaningful way would require drastically reducing the world’s human population.” Which will not happen.

There is something like a pathology of climatology. To avoid mixing fact and speculation, earth scientists are, Laughlin says, “ultraconservative,” meaning they focus on the present and the immediate future: “[They] go to extraordinary lengths to prove by means of measurement that the globe is warming now, the ocean is acidifying now, fossil fuel is being exhausted now, and so forth, even though these things are self-evident in geologic time.”

Climate change over geologic time is, Laughlin says, something the earth has done “on its own without asking anyone’s permission or explaining itself.” People can cause climate change, but major glacial episodes have occurred “at regular intervals of 100,000 years,” always “a slow, steady cooling followed by abrupt warming back to conditions similar to today’s.”

Six million years ago the Mediterranean dried up. Ninety million years ago there were alligators in the Arctic. Three hundred million years ago Northern Europe was a desert and coal formed in Antarctica. “One thing we know for sure,” Laughlin says about these convulsions, “is that people weren’t involved.”

Source…


Hat tip Rita

Ford Escape Hybrid Gets 88 MPG


This may be just what Ford needs to rejuvenate its product line and help with sales. With the current gas situation and impotence of Congress to do anything about the cost of oil, a vehicle like this may excite lots of people.

FORD MOTOR COMPANY DELIVERS FLEXIBLE FUEL, PLUG-IN VEHICLE TO DEPARTMENT OF ENERGY


Ford Motor Company broke new ground by delivering its first-ever flexible fuel capable plug-in hybrid SUV to the U.S. Department of Energy.

The Ford Escape Plug-in Hybrid, which runs on gasoline or E85, is part of a demonstration fleet Ford is developing in a partnership with Southern California Edison and the Electric Power Research Institute. Advanced testing on the vehicles is underway in California. The Department of Energy will include the Escape Flexible Fuel Plug-in Hybrid in its fleet to showcase the marriage of technologies and obtain real world experience with the vehicle as it continues its support of advanced fuel technologies.

“Plug-in hybrid technology holds great promise to reduce the nation’s dependence on petroleum and reduce CO² emissions related to climate change, both significant issues for America,” said Mark Fields, President of the Americas, Ford Motor Company. “As a leader in both hybrid and flexible fuel technology, Ford is well positioned to bring the two together in a plug-in vehicle.”

The vehicle is equipped with a 10 kilowatt advanced lithium ion energy battery supplied by Johnson-Controls/Saft that stores enough electric energy to drive up to 30 miles at speeds of up to 40 mph. When fueled by E85 ethanol, which has a lower energy content than gasoline, fuel economy can reach up to 88 mpg in urban driving and up to 50 mpg on the highway. Based on current estimates, the vehicle would emit 60 percent less CO² than a conventional gasoline powered vehicle. That CO² reduction could reach 90 percent if cellulosic ethanol is used in place of gasoline.

The flexible fuel Escape Plug-in Hybrid runs up to 30 miles at speeds less than 40 mph in electric mode until the battery’s charge is 70 percent depleted. At higher speeds or when the battery is depleted, the vehicle switches to traditional hybrid mode – a fuel efficient four-cylinder engine assisted by the lithium ion battery. The vehicle leased to the DOE also is equipped with an innovative interactive vehicle display, which shows the driver how efficiently the vehicle is operating and calculates the fuel savings for each trip – part of Ford’s efforts to help our customers drive smart and green.

“There is enormous interest in the country in the electrification of vehicles,” Fields said. “We recognize commercialization of plug-ins, powered by gasoline or biofuels, may represent part of a long-term energy solution, but significant challenges remain to bringing this technology to market.”

This vehicle is one of 20 demonstration plug-in hybrids that Ford is building as part of a collaboration with Southern California Edison and the Electric Power Research Institute to accelerate the commercialization of plug-in hybrids. The partnership’s goals include the development and creation of new business models to make plug-in hybrids possible; development of open architectures, standards and specifications; and a greater understanding of customer demand based on realistic expectations and customer usage needs

“We are moving from an independent set of solutions to an integrated future. With plug-in hybrids, the automotive and utility industries are connected by a common fuel with the potential to significantly change our transportation and energy future,” said Nancy Gioia, director of Ford’s Sustainable Mobility Technologies and Hybrid Vehicle Programs.

The first of the Escape Plug-in Hybrid SUV was delivered to Southern California Edison in December and road testing has begun. The vehicle delivered to the DOE today represents the first flexible fuel Escape Plug-in Hybrid developed as part of the partnership.


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